JP2002372140A - V-belt continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To efficiently transmit the power from an internal combustion engine to driving wheels at an adequate transmission gear ratio corresponding to the control condition of an operation control means of the internal combustion engine, the vehicle traveling condition, the vehicle weight condition, etc., in a V-belt continuously variable transmission in which a lever shift drive mechanism for moving a drive pulley movable half corresponding to the rotational speed is provided on a drive pulley comprising the drive pulley fixing half and a drive pulley movable half, the repulsive member for urging the driven pulley movable half in the approaching direction to the driven pulley fixing half is provided on the driven pulley comprising the driven pulley fixing half and the driven pulley movable half, and a V-belt is stretched over the drive pulley and the driven pulley. SOLUTION: An electronically controlled actuator for adjusting the repulsive force of a repulsive member, and a V-belt side pressure adjustment mechanism are provided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a V-belt type continuously variable transmission that transmits power by a V-belt bridged between a drive pulley and a driven pulley.

[0002]

2. Description of the Related Art A conventional V mounted on a vehicle such as a scooter and driven by an internal combustion engine.
In the belt-type continuously variable transmission, as shown in FIG.
A drive pulley 01 comprising a pair of left and right drive pulley fixed halves 01a and a movable drive pulley half 01b, and a driven pulley 02 comprising a pair of left and right driven pulley fixed halves 02a and a driven pulley movable half 02b are traversed. Surface is V
A V-shaped endless V-belt 03 having a V-shape is stretched over the drive pulley movable half 0 with respect to the drive pulley fixed half 01a.
The interval of 1b corresponds to the increase in the rotation speed of the internal combustion engine.
The speed is reduced by the centrifugal force of 04, the winding radius of the drive pulley 01 is increased, and the speed ratio is reduced. The V-belt continuously variable transmission automatically shifts from a low speed to a high speed. ing.

At the time of automatic shifting of this V-belt type continuously variable transmission, a required side pressure is applied to an endless V-belt 03 sandwiched between a pair of driven pulley halves 02a, 02b while a drive pulley 01 A coil spring 05 is provided to bias the driven pulley movable half 02b toward the driven pulley fixed half 02a so as to decrease or increase the winding radius of the driven pulley 02 in accordance with the increase or decrease of the winding radius. I was

[0004] The transmission torque applied to the axle is large during start-up or during acceleration for accelerating the vehicle from low-speed running to high-speed running, and small during high-speed running. When starting or accelerating, that is, when operating the V-belt continuously variable transmission at a low speed ratio,
The winding radius of the driven pulley 02 is large, the distance between both driven pulley halves 02a and 02b is small, and the coil spring
Since the amount of compression and shrinkage of 05 is small, the side pressure of both driven pulley halves 02a and 02b on the V-belt 03 by the coil spring 05 is lower than in the high-speed state of the continuously variable transmission.

In a V-belt type continuously variable transmission that requires a large transmission torque in a low-speed operation state, the side pressure of both driven pulley halves 02a and 02b on the V-belt 03 is large corresponding to the large transmission torque. In the high-speed operation state of the V-belt type continuously variable transmission, which requires only a small transmission torque, both driven pulley halves 02
The side pressure applied to V-belt 03 from a, 02b increases,
The V-belt 03 suffers from abrasion, which reduces power transmission efficiency and reduces fuel consumption.

As a solution to this problem, there is one shown in FIG. 7 (see Japanese Utility Model Laid-Open No. 63-193151). In this V-belt type continuously variable transmission, a moving body 07 slidably fitted on the driven rotary shaft 06 is disposed adjacent to the side pressure applying end side of the coil spring 05, and is integrated with the tip of the driven rotary shaft 06. A compression coil spring 09 is interposed between the housing 08 and the moving body 07 attached to the
A cam surface 010 is formed on the driven pulley 02 side of 07, and a cam receiving member 011 is integrally attached to the housing 08 at a position closer to the driven pulley 02 from the cam surface 010. Spherical centrifugal weight for member 011
When the rotational speed of the driven pulley 02 increases, the centrifugal force acting on the spherical centrifugal weight 012 increases, and the moving body 07 separates from the driven pulley 02 by overcoming the spring force of the compression coil spring 09. And the side pressure of the coil spring 05 is reduced.

However, in the V-belt type continuously variable transmission shown in FIG. 7, when a large torque suddenly acts on the driven pulley 02 in a high speed state with a small gear ratio, the side pressure of the coil spring 05 is reduced. Slip may occur between the V-belt 03 and the driven pulley 02, and the power may not be sufficiently transmitted.

To overcome this difficulty, there is a driven pulley provided with a torque cam mechanism (Japanese Patent Laid-Open No.
9-54849). In this V-belt continuously variable transmission with a torque cam mechanism, a cam groove is formed in the driven pulley movable half, and a pin that fits in the cam groove is integrally provided on the driven pulley fixed half, so that the driven rotation is controlled. When excessive torque is applied to the driven pulley fixed half directly connected to the shaft, the driven pulley movable half is relatively displaced in the rotational direction with respect to the driven pulley fixed half. , The driven pulley movable half approaches the driven pulley fixed half, and the side pressure of both driven pulley halves with respect to the V-belt is increased,
Torque transmission was ensured. At this time, V
The belt-type continuously variable transmission is automatically switched from a small gear ratio state to a large gear ratio state.

However, when the vehicle is running in a high speed state with a low gear ratio, the throttle valve is throttled to lower the rotational speed of the internal combustion engine, and when the engine brake is to be applied, the torque cam is used. There is a problem that it is difficult to increase the winding radius of the driven pulley, the gear ratio remains small, and it is difficult to apply an engine brake for applying a braking torque to wheels by a crankshaft of a low-speed internal combustion engine.

In the V-belt type continuously variable transmission having a torque cam mechanism, the V-belt slides with respect to the driven pulley fixed half, and the relative rotation difference between the driven pulley fixed half and the driven pulley movable half is reduced. If not,
Since the torque cam mechanism does not work, there is also a disadvantage that responsiveness is not good. Further, when a gear type transmission is provided in parallel with the V-belt type continuously variable transmission, even when an attempt is made to transmit power only by a gear transmission having a high power transmission efficiency during high-speed running, the V-belt is provided by the torque cam mechanism. It has been difficult to cut off the power transmission of the continuously variable transmission.

[0011]

SUMMARY OF THE INVENTION The present invention relates to an improvement of a V-belt type continuously variable transmission which overcomes the above-mentioned drawbacks. A drive pulley having a drive pulley movable half configured to be reciprocally movable along the axial direction of the drive rotation shaft has a speed change drive mechanism for moving the drive pulley movable half corresponding to the rotation speed of the drive pulley. The driven pulley movable half is provided on the driven pulley fixed half, and the driven pulley movable half is configured to be reciprocally movable along the axial direction of the driven rotation shaft with respect to the driven pulley fixed half. A resilient member is provided for urging in a direction approaching the V-shaped belt, and a V-belt having a V-shaped cross section is bridged between the drive pulley and the driven pulley. In the V-belt type continuously variable transmission comprising Te, and is characterized in that the electronically controlled actuator and the V-belt side pressure adjusting mechanism for adjusting the resilient force of the resilient member is provided.

According to the first aspect of the present invention, since it is configured as described above, it corresponds to the control state of the operation control means such as the throttle valve of the internal combustion engine, the running state of the vehicle, the state of the weight of the vehicle, and the like. The electronically controlled actuator operates, and the elastic member expands and contracts by a V-belt-side pressure adjusting mechanism that operates according to the operation of the electronically controlled actuator.
The driven pulley movable half presses the V-belt with an elastic force most suited to the above state due to the expansion and contraction of the elastic member, that is, a side pressure. As a result, since the V-belt receives an appropriate side pressure, power is efficiently transmitted from the internal combustion engine to the drive wheels at an appropriate speed ratio in accordance with the operation state of the internal combustion engine and the running state of the vehicle.

Further, since excessive side pressure is not applied to the V-belt, the durability of the V-belt is improved. Further, in a state where it is not necessary to adjust the resilience of the resilient member, there is no need to operate the electronic control actuator, so that the power loss is small. Further, when a gear-type power transmission device is provided in parallel with the V-belt type continuously variable transmission, the power transmission by the V-belt type continuously variable transmission is stopped during high-speed running with a small gear ratio, and the power transmission efficiency is reduced. Traveling with a gear-type power transmission device having a high gear ratio.

According to the second aspect of the present invention, the coil spring, which is the resilient member, does not rotate regardless of the rotation of the driven pulley, and the elastic force generated by the rotation of the coil spring Fluctuation is avoided,
Friction loss due to contact with other fixed parts is prevented.

Further, according to the present invention, the support shaft of the final output member of the V-belt-side pressure adjusting mechanism and the driven pulley rotating shaft are integrated to form an assembly. It can be facilitated.

Further, according to the present invention, the resilient member is provided in accordance with the operating condition of the internal combustion engine, the shifting condition of the V-belt type continuously variable transmission, and the running condition of the vehicle. Can automatically adjust the resilience of the vehicle.

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment according to the present invention will be described below. The V-belt type transmission according to the present embodiment is applied to a scooter type motorcycle, and FIG. 1 is a cross-sectional view of a four-stroke cycle internal combustion engine and a transmission subsequent thereto, and FIG. 2 is an enlarged view of the transmission. It is sectional drawing.
In each of the figures, the upper part of the figures corresponds to the front of the vehicle, and the lower part of the figures corresponds to the rear of the vehicle.

In FIG. 1, a four-stroke cycle internal combustion engine 1 has a power unit case 2 formed by combining a left power unit case 2L and a right power unit case 2R which are divided into right and left parts. The crankshaft 3 is rotatably supported. An outer rotor 4a of the AC generator 4 is fitted to the right end of the crankshaft.
The power unit case cover 5 that supports the inner stator 4b is covered.

A cylinder block 6 is connected to the upper part of the power unit case 2, and a piston 8 is fitted in a pair of cylinder holes 7 therein so as to be reciprocally slidable.
These are the crankpins 3a of the crankshaft 3, respectively.
Through a connecting rod 9. Both crank pins 3a have a phase of 360 degrees.

A cylinder head 10 is connected to an upper portion of the cylinder block 6, and a valve mechanism 13 for opening and closing the intake valve 11 and an exhaust valve (not shown) at a predetermined timing is provided therein. A cam chain sprocket fitted to the right end of the camshaft 14 oriented in the left-right direction
A timing chain 17 is stretched between the drive chain sprocket 15 and a drive chain sprocket 16 fitted to the right side of the crankshaft 3, and the camshaft 14 is driven to rotate at half the rotation speed of the internal combustion engine 1. It is supposed to be. The cylinder head 10 has a spark plug 12 facing the combustion chamber.
Is provided. The upper part of the cylinder head 10 is covered with a cylinder head cover 18.

Next, the transmission 20 connected to the internal combustion engine 1
The schematic configuration of the power transmission device including the above will be described. This portion is composed of a portion surrounded by the rear extending portions of the left power unit case 2L and the right power unit case 2R, a transmission case 21, a drive pulley cover 22, and a driven pulley cover 23. In these cases or covers, the following three main rotating shafts are rotatably supported by bearings 27, respectively. The left and right power unit cases 2
L, 2R, the drive rotation shaft 24 supported by the drive pulley cover 22, the left and right power unit cases 2
L, 2R, a driven rotary shaft 25 and a rear axle 26.

In the above case or cover,
Gear type power transmission device 30 from drive rotation shaft 24 to driven rotation shaft 25, rear gear reduction mechanism 50 from driven rotation shaft 25 to rear axle 26, V-belt continuously variable from drive rotation shaft 24 to driven rotation shaft 25 The transmission 60 is configured. A gear 31 fitted to the left end of the crankshaft 3 meshes with a gear 32 fitted to the right end of the drive rotary shaft 24, and the crankshaft 3 drives the drive rotary shaft 24.

In the center of the gear type power transmission device 30, a bearing is provided.
The intermediate shaft 33 via the right and left power unit case 2L,
Supported by 2R. The gear 32 fitted to the drive rotating shaft 24 is connected to a gear 44 fitted to the driven rotating shaft 25 via a gear 34 provided on the intermediate shaft 33, a one-way clutch 35, a centrifugal clutch 36, and a gear 43. They are removably connected. These form a gear type power transmission device 30. The configurations and functions of the one-way clutch 35 and the centrifugal clutch 36 will be described later.

The drive rotary shaft 24 is provided with a drive pulley 61. The driven rotary shaft 25 is provided with a driven pulley 71 and a centrifugal start clutch 90.
The driven pulley 71 is connected to the drive pulley 61 via a V-belt 70. The left side of the driven pulley 71 is covered with a driven pulley cover provided with a V-belt side pressure adjusting mechanism 101. These form a V-belt type continuously variable transmission 60.

The transmission 20 is constituted by the V-belt type continuously variable transmission 60 and the gear type power transmission 30 described above.

The driven rotary shaft 25 and the rear axle 26 are integrated with a rear intermediate shaft 52 supported by the left and right power unit cases 2L, 2R via a gear 51 and a bearing 27 provided integrally with the driven rotary shaft 25. Provided gear 53 and gear 54,
It is connected via a gear group of a rear gear type reduction mechanism 50 composed of a gear 55 provided integrally with the rear axle 26, so that the rotational driving force of the driven rotary shaft 25 is transmitted to the rear axle 26. I have.

Next, the transmission 20 will be described in detail with reference to FIG. The left half of the drive rotation shaft 24 has a small diameter, and a serration 24a is formed there.
A short sleeve 62, a ramp plate 63, a long sleeve 64, and a drive pulley fixed half 65 are provided on the drive rotary shaft 24 in this order, adjacent to the center of the three bearings 27 supporting the drive rotary shaft 24. It is fitted, sandwiched by a nut 67 via a washer 66, and is integrally fixed to the drive rotation shaft 24. Among the above components, the lamp plate 63, the long sleeve 64, and the drive pulley fixing half 65 are fitted to the serrations 24a, and thus rotate integrally with the drive rotation shaft 24.

The spline 64 is provided on the outer peripheral surface of the long sleeve 64.
a is formed, and the drive pulley movable half 68 is spline-fitted. A centrifugal weight 69 is inserted between the movable pulley movable half 68 and the ramp plate 63 so as to be movable in the radial direction.

The drive pulley movable half 68 spline-fitted to the long sleeve 64 rotates with the drive rotation shaft 24 and is slidable in the axial direction. The centrifugal weight 69 accommodated between the drive pulley movable half 68 and the ramp plate 63 moves radially by centrifugal force when the rotation speed of the drive rotation shaft 24 increases, and the drive pulley movable half 68 , And the movable half is slid to the left to reduce the distance between the movable half and the drive pulley fixed half 65. A V-belt 70 is wound between the drive pulley fixed half 65 and the drive pulley movable half 68.

The movable half of the drive pulley depicted in FIG.
68 is the state farthest from the drive pulley fixed half 65,
In other words, it shows a state where the vehicle speed is low and the gear ratio is large, and the drive pulley movable half 68 depicted in FIG. 2 is closest to the drive pulley fixed half 65, that is, a state where the vehicle speed is high and the gear ratio is small. It is.

A driven pulley 71 is provided on the driven rotary shaft 25 provided in parallel with the drive rotary shaft 24 behind the drive rotary shaft 24. The driven pulley 71 includes an inner sleeve 74 rotatably supported by a pair of bearings 72 and 73 on the left side of the driven rotary shaft 25, and a driven pulley fixing half 75 integrally fixed to the inner sleeve 74. And an outer sleeve 76 fitted on the outer periphery of the inner sleeve 75 so as to be slidable in the axial direction of the driven rotation shaft 25, and to be movable in a slight but rotational direction as described later. Driven pulley movable half 77 integrally fixed to sleeve 76
And a seal cover 78 outside the outer sleeve 76.

The movable half of the driven pulley shown in FIG.
77 is the state closest to the driven pulley fixed half 75,
In other words, it shows a state in which the vehicle speed is low and the gear ratio is large, and the driven pulley movable half 77 depicted in FIG. 2 is the state farthest from the driven pulley fixed half 75, that is, a state in which the vehicle speed is high and the gear ratio is small. It is.

The outer sleeve 76 has an inner sleeve 74
Engages with the pin 79 fixed to the driven pulley fixed half 75 to enable relative movement in the axial direction with respect to the driven pulley fixed half 75, and the driven pulley fixed half 75 and the driven pulley movable half 77 A cam groove 80 that is inclined with respect to the center line of the driven rotation shaft is formed so as to be able to move in the rotation direction and the axial direction when rotated, and the pin 79 and the cam groove 80 form a torque cam mechanism.

The cam groove 80 is filled with grease, and the inner sleeve 74 is provided at both ends of the inner periphery of the outer sleeve 76.
Oil seals 81 are attached to the outer circumference of the
The cylindrical seal cover 78 is fitted on the outer periphery of the outer sleeve 76 via a pair of O-rings 82, thereby covering the cam groove 80 in an oil-tight manner.

Outside the seal cover 78, a spring receiving member 84 is supported by a flange at the right end of the seal cover 78 via a bearing 83. A coil spring 85 is interposed between the spring receiving member 84 and a V-belt-side pressure adjusting mechanism 101 described later. The driven pulley movable half 77 is pushed toward the driven pulley fixed half 75 by the elastic force of the coil spring 85.

The right end flange portion of the seal cover 78 contacts the flange portion of the outer sleeve 76, and the outer sleeve 76
As described above, the driven pulley movable half
77 is installed. The spring receiving member 84 and the coil spring 85 whose right end is supported by the spring receiving member 84 include:
Even if the driven pulley movable half 77 rotates, it is possible to maintain the unrotatable state by the action of the bearing 83.

A V-belt side pressure adjusting mechanism 101 is formed on the left side of the driven pulley 71, and a driven pulley cover 23 covers the outside thereof. The actuator that controls the pressure on the side that presses the driven pulley movable half 77 is the electric motor 100 that is supported between the drive pulley cover 22 and the driven pulley cover 23. A gear 102 is integrally formed on the shaft of the electric motor 100. Gear 103 and gear 1 are located between drive pulley cover 22 and driven pulley cover 23.
A first rotating shaft 105 provided with a 04 and a second rotating shaft 107 provided with a gear 106 are rotatably supported via bearings. The gear 102 meshes with the gear 103, and the gear 104 meshes with the gear 106. ing. A fixed shaft 108 protrudes inside the driven pulley cover 23 facing the shaft end of the driven rotary shaft 25, and has a cylindrical shape provided with a gear 110 that meshes with the gear 106 via a pair of bearings 109 on the fixed shaft 108. The spring support driving member 111 is rotatably provided. A large pitch male screw 111a is formed on the outer periphery of the cylindrical portion of the spring support driving member 111, and an annular movable spring support 112 is formed on the male screw 111a.
Is fitted. A guide plate 113 is fixed to a rearwardly extending portion of the drive pulley cover 22, and a movable spring support 112 is engaged with the guide plate 113, so that the movable spring support 1
Twelve rotations are prevented. The movable spring support 112 supports the left end of the coil spring 85.

A movable spring support 1 fitted to a spring support driving member 111 interlocking with the shaft of the electric motor 100 via a male screw 111a and prevented from rotating by a guide plate 113.
12, when the electric motor 100 rotates, its axial position changes. Thus, the fulcrum position of the left end of the coil spring 85 can be adjusted, so that the pressure on the side where the coil spring 85 presses the driven pulley movable half 77 can be adjusted, and the driven pulley movable half 77 and the driven pulley fixed half 75 can be adjusted. Thus, the force for sandwiching the V-belt 70 can be adjusted. The movable spring support 112 that receives the left end of the coil spring 85 does not rotate but moves only in the axial direction as described above.
A spring receiving member for receiving the right end of the coil spring 85
Even if the driven pulley movable half 77 rotates by the bearing 83, it is kept unrotatable irrespective of this. Therefore, since the coil spring does not whirle, no friction loss occurs.

The starting clutch 90 located on the right side of the driven pulley 71 is fixed to the inner sleeve 74 and rotates integrally with the driven pulley fixing half 75.
A plurality of clutch shoes 92 swingably supported by the drive plate 91, a clutch spring 93 pulling the clutch shoes 92 in the center direction, and a face facing the drive plate 91 and covering the drive plate 91. Form,
It comprises a clutch outer 95 which is serrated and fitted to the driven rotary shaft 25 and is also fixed in the axial direction and rotates integrally with the driven rotary shaft 25.

When the driven pulley 71 reaches a predetermined starting rotational speed, the clutch shoe supported by the drive plate 91
92 pivots radially by centrifugal force against the spring force of the clutch spring 93, the friction member 94 provided on the outer periphery of the clutch shoe 92 abuts on the inner peripheral surface of the clutch outer 95, and the starting clutch 90 In a connected state, the rotation of the driven pulley 71 is transmitted to the driven rotation shaft 25. .

On the opposite side of the clutch outer 95 across the bearing 27 adjacent to the clutch outer 95, a gear 44 is driven by a rotating shaft.
It is fitted integrally to 25. A gear 43 is integrally fitted near the left end of the intermediate shaft 33 of the gear type power transmission device. The drive plate 37 of the centrifugal clutch 36 provided on the right side is fixed to the intermediate shaft 33 adjacent to the gear 43. A clutch shoe 38 held by a clutch spring 39 is swingably provided on the drive plate 37.

Next to the drive plate 37, the drive plate 37
And a clutch outer 41 shaped to cover the drive plate 37, the sleeve-like portion 41a at the center thereof.
Thus, it is held rotatably with respect to the intermediate shaft 33 via the bearing. Sleeve-like portion 41a of the clutch outer 41
A gear 34 is provided on the outside of the vehicle through a one-way clutch 35. The gear 32 of the drive rotation shaft 24 always meshes with the gear 34. The one-way clutch 35 can transmit the rotation of the gear 34 to the clutch outer 41 but cannot transmit the rotation in the reverse direction.

When the driven rotary shaft 25 reaches a predetermined speed equal to or higher than the starting rotational speed, the centrifugal clutch 36 is engaged, and the clutch outer 41 transmitted from the drive rotary shaft 24 via the gears 32 and 34 is turned off. Rotation of the drive plate 37
, And transmitted to the driven rotary shaft 25 via the gears 43 and 44.

Finally, the electronic control unit 120 for controlling the rotation of the electric motor 100 will be described. FIG.
FIG. 1 is a system diagram of the electronic control device 120 and devices connected thereto. On the input side of the electronic control unit 120, an internal combustion engine rotation speed sensor 121, a vehicle speed sensor 122, and a throttle opening sensor 123 are connected.
The speed change of the V-belt type continuously variable transmission 60 is performed based on the internal combustion engine rotation speed detected by the internal combustion engine rotation speed sensor 121 and the vehicle speed detected by the vehicle speed sensor 122 from the rotation speed of the intermediate shaft 33 of the gear type power transmission device 30. The gear ratio is calculated, and the motor driver 124 responds to the decrease in the gear ratio sequentially from the larger gear ratio at the time of starting.
To rotate the movable spring support 112 of the V-belt side pressure adjusting mechanism 101 backward, that is, to approach the gear 110 of the spring support driving member 111, thereby causing the spring force of the coil spring 85 to move. To be constant or reduced.

In the electronic control unit 120, the vehicle speed sensor 1
When it is detected from the output signal of 22 that the vehicle speed has become higher than the vehicle speed at which the centrifugal clutch 36 is in the connected state, the control signal of the electronic control unit 120 further controls the electric motor 100 via the motor driver 124. By rotating forward, the movable spring support 112 of the V-belt side pressure adjusting mechanism 101 is moved backward most, that is, the V-belt pressure adjusting mechanism 101 is moved closest to the gear 110 of the spring support driving member 111. The transmission of power by the V-belt type continuously variable transmission 60 is cut off by greatly reducing or reducing the side pressure acting on 70 to zero.

Further, when the throttle opening is suddenly closed while the vehicle is running at a high output with a large throttle opening of the internal combustion engine 1, a throttle opening sensor is provided.
The electronic control unit 120, which has received the throttle opening degree detection signal whose output level has sharply decreased from 123,
24, the electric motor 100 is rotated in the reverse direction to move the movable spring support 112 of the V-belt side pressure adjusting mechanism 101 forward, that is, toward the driven pulley 71, and the V-belt is increased by the spring force of the coil spring 85. The side pressure acting on the driven pulley 71 is greatly increased, the winding radius of the V-belt 70 wound around the driven pulley 71 is increased, and the speed ratio of the V-belt type continuously variable transmission 60 is significantly increased, so that the engine brake is reduced. It is designed to work.

A torque sensor is provided on the rear axle 26, and the detected value is input to the electronic control unit 120. The absolute value (forward or reverse) of the torque detected by the torque sensor is a predetermined value. When it becomes larger, the side pressure acting on the V-belt may be increased. Further, a vehicle weight sensor may be provided in the shock absorber connected to the rear axle 26 to adjust the side pressure acting on the V-belt according to the increase or decrease of the vehicle weight.

Since the embodiment of the present invention is configured as described above, its operation will be described below. When the internal combustion engine 1 starts and the crankshaft 3 starts rotating, the rotation is transmitted to the drive rotating shaft 24 by the gears 31 and 32, and the rotation is transmitted to the drive pulley 61 and the V-belt.
The driving force is transmitted to the driven pulley 71 and the driving plate 91 of the starting clutch 90 adjacent thereto through the driving pulley 71.

The rotation of the drive rotary shaft 24 driven by the crankshaft 3 rotates the clutch outer of the centrifugal clutch 36 provided on the intermediate shaft 33 of the gear type power transmission device 30 via the gear 34 and the one-way clutch 35. It is transmitted to 41.

In the initial stage of the start of the internal combustion engine, since the rotation speed of the drive plate 91 of the starting clutch 90 is low, the starting clutch 90 is not connected, and the driven pulley 71 of the V-belt type continuously variable transmission rotates. However, the driven rotation shaft 25 is not rotating. Since the driven rotary shaft 25 is not rotating, the intermediate shaft 33 connected via the gears 44 and 43 and the drive plate 37 of the centrifugal clutch 36 are not rotating, and therefore the centrifugal clutch 36 is in the disconnected state. I have.

When the drive pulley 61 of the V-belt continuously variable transmission 60 is rotating at a low speed, the drive pulley
Since the 61 centrifugal weights 69 are located closest to the center,
The drive pulley movable half 68 is, as shown in FIG.
The furthest from the fixed half 65, the distance between the fixed half 65 of the drive pulley and the movable half 68 is the largest, and the winding radius of the V belt 70 wound around the drive pulley 61 is the smallest. I have. In the driven pulley 71 around which the other side of the V-belt 70 is wound, the movable half 77 of the driven pulley is pushed toward the fixed half 75 of the driven pulley by the coil spring 85, as shown in FIG. As described above, the distance between the driven pulley fixed half 75 and the movable half 77 is minimum, and the winding radius of the V-belt 70 wound around the driven pulley 71 is maximum. In this state, the V-belt type continuously variable transmission 60 transmits the maximum gear ratio (Lo).
w), the driven pulley 71 is driven to rotate at this gear ratio, but since the starting clutch 90 is in the disengaged state, the driven rotating shaft 25 and, consequently, the rear axle 26 are stopped, and the scooter-type motorcycle is stopped. Remains. The rotation speed of the driven pulley 71 increases in proportion to the rotation speeds of the crankshaft 3 and the drive pulley 61 until the rotation speed of the internal combustion engine reaches the first predetermined rotation speed for starting the vehicle.

When the rotation speed of the internal combustion engine increases and reaches a predetermined rotation speed at which the starting clutch 90 provided on the driven rotating shaft 25 is connected, the driving plate 91 of the starting clutch 90 linked to the driven pulley 71 swings. The freely supported clutch shoe 92 oscillates radially outward by centrifugal force against the spring force of the clutch spring 93, and a friction member 94 provided outside the clutch shoe 92 is fixed to the inner surface of the clutch outer 95. , The starting clutch 90 enters the half-clutch engaged state, the driven rotating shaft 25 starts rotating, and the vehicle starts.

In this state, the distance between the fixed half and the movable half of each of the drive pulley 61 and the driven pulley 71 is the same as the initial state described above. The rotation speed of the rotating shaft 25 changes in proportion to the rotation speed of the internal combustion engine 1. A rear axle 26, which is integrally connected to wheels (not shown) for driving the vehicle, is driven via a rear gear reduction mechanism 50.
When the starting clutch 90 is changed from the half-clutch connection state to the complete clutch state, the driving pulley 61 is driven at the maximum gear ratio (Low) where the winding radius is small and the driven radius is large. Axis of rotation
25 is driven to rotate.

The rotation of the driven rotary shaft 25 is controlled by the gear 44 and the gear
Via 42, the drive plate 37 of the centrifugal clutch 36 provided on the intermediate shaft 33 of the gear type power transmission mechanism 30 is rotated. As described above, the clutch outer 41 of the centrifugal clutch 36 is already rotating, but until the vehicle speed reaches a predetermined speed described later, the rotation speed of the drive plate 37 is low, and the centrifugal clutch 36
Are not connected, so there is no power transmission in the gear type power transmission device 30.

When the rotation of the internal combustion engine increases, the drive pulley
The centrifugal force acting on the 61 centrifugal weight 69 increases, and the tension acting on the V-belt 70 bridged between the drive pulley 61 and the driven pulley 71 causes the drive pulley movable half 68 to separate from the drive pulley fixed half 65. When the force to make the drive pulley movable half 68 approach the drive pulley fixed half 65 due to the centrifugal force of the centrifugal weight 69 overcomes the force to be applied, the centrifugal weight 69 moves in the radial direction, and the centrifugal weight Radial movement of the drive pulley further increases the centrifugal force of the centrifugal weight 69.
The distance between the movable pulley 61 and the movable half 68 is minimized, and accordingly, the winding radius of the V-belt 70 on the drive pulley 61 side is maximized. On the other driven pulley 71 side, since the V-belt 70 cuts between the driven pulley fixed half 75 and the driven pulley movable half 77, the driven pulley movable half 77 overcomes the urging force of the coil spring 85, As shown in FIG.
It moves in a direction away from the driven pulley fixed half 75, the speed ratio between the two pulleys changes, and the state shifts from the state of the maximum speed ratio (Low) to the state of the minimum speed ratio (Top).

As the vehicle speed increases and the speed ratio approaches the minimum (Top), the V-belt 70 in the driven pulley 71
The V-belt 70 circulates while pushing the driven pulley movable half 77 to the side against the urging force of the coil spring 85. At this time, if the support point of the coil spring 85 pressing the driven pulley movable half 77 on the side opposite to the driven pulley movable half 77 remains fixed, the spring force of the coil spring 85 pressing the driven pulley movable half 77 is maintained. Gradually increases. However, in the present embodiment, the gear ratio is detected, and the electric motor 10
By the forward rotation of 0, the position of the movable spring support 112 supporting the left end of the coil spring 85 is retracted, so that an increase in the spring force of the coil spring 85 is avoided, and as a result, the friction loss is reduced.

When the vehicle speed reaches a predetermined running speed after the transmission shifts to the operation with the minimum speed ratio (Top), the rotation speed of the driven rotating shaft 25 also reaches the rotating speed corresponding to the vehicle speed, and A clutch shoe 38 swingably supported by a drive plate 37 of a centrifugal clutch 36 provided on an intermediate shaft 33 of the gear type power transmission device 30 interlocked with the gear 25 via gears 44 and 43 includes a clutch spring 39. Swings radially outward due to centrifugal force against the spring force of the above, the friction member 40 provided outside the clutch shoe 38 abuts against the inner surface of the clutch outer 41, and the centrifugal clutch 36 is brought into the connected state. . As a result, the gear-type power transmission device 30 provided in parallel with the V-belt power transmission device 60 is connected between the drive rotation shaft 24 and the driven rotation shaft 25, and the gear-type power transmission device 30 Power transmission at the gear ratio (Top) is started.

Then, the electric motor 101 is further rotated forward by the control signal of the electronic control unit 120, and at the same time, the position of the movable spring support 112 which receives the left end of the coil spring 85 by the electric motor 100 is further retracted. As a result, the spring force of the coil spring on the driven pulley movable half 77 decreases to a minimum value. As a result, the power transmission by the V-belt type continuously variable transmission is cut off, and the vehicle is driven mainly by the gear type power transmission device 30. If the internal combustion engine speed increases, the speed of the vehicle increases in proportion to the internal combustion engine speed by the above-mentioned minimum speed ratio (TOP), and the vehicle enters a high-speed driving state.

Next, in the high-speed running state, the internal combustion engine 1
When the throttle opening is rapidly reduced, the electronic control unit 120 starts operating based on a detection signal from the throttle opening sensor 123, and the control signal of the electronic control unit 120 controls the electric motor 101.
Rapidly reverses, the spring force of the coil spring 85 against the driven pulley movable half 77 becomes significantly large,
Due to the increase in the side pressure of the driven pulley movable half 77 acting on the V-belt 70, the winding radius of the V-belt 70 on the driven pulley 71 is greatly increased, the gear ratio becomes the maximum value, and the engine brake is actuated. The vehicle can decelerate rapidly.

The present embodiment has the above configuration and operation, and the elastic force of the elastic member for controlling the belt-side pressure is changed by the electric motor 100. It is possible to reduce the side pressure of the V-belt 70 in the driven pulley 71 to an optimal state according to the state and the running state of the vehicle, reduce the friction loss generated between the V-belt and the pulley, and improve the transmission efficiency. In addition, the life of the V-belt can be extended. further,
Since the side pressure is appropriately controlled, it is possible to reduce the hitting sound due to the flapping of the V-belt. This device can optimally control the side pressure applied to the V-belt even if it has a torque cam mechanism that performs complicated behavior.

Further, since the resilient member is made of a coil spring and the V-belt side pressure adjusting mechanism 101 is provided with a coil spring detent mechanism, the driven pulley movable half 77 is provided.
The friction loss caused by the whirling of the coil spring that presses the spring can be reduced, and the vibration during high rotation can be reduced.

Further, since the electronic control device 120 for operating the electric motor 100 is provided, the operating condition of the internal combustion engine, the shifting condition of the V-belt type continuously variable transmission, the running condition of the vehicle, the torque of the rear axle, And vehicle weight, etc.
Adjustment of the resilience of the resilient member can be performed automatically. Specifically, in the electronic control unit 120, the internal combustion engine rotation speed detected by the internal combustion engine rotation speed sensor 121 and the vehicle speed detected by the vehicle speed sensor 122 from the rotation speed of the intermediate shaft 33 of the gear type power transmission device 30 are determined. To V-belt continuously variable transmission 60
, And the spring force of the coil spring 85 can be made constant or reduced in accordance with the decrease in the speed ratio sequentially from the large speed ratio at the time of starting.

In the electronic control unit 120, the vehicle speed sensor 1
When it is detected from the output signal of 22 that the vehicle speed becomes higher than the vehicle speed at which the centrifugal clutch 36 is engaged, the side pressure acting on the V-belt 70 is greatly reduced or made zero, and the V-belt type Power transmission by the continuously variable transmission 60 can be interrupted.

Further, when the throttle opening is suddenly closed while the vehicle is running at a high output with a large throttle opening of the internal combustion engine 1, a throttle opening sensor is provided.
The throttle opening detection signal is received from 123 and the V belt 7
The side pressure acting on zero is greatly increased to increase the winding radius of the V-belt 70, and the gear ratio of the V-belt continuously variable transmission 60 is significantly increased, so that the engine brake can be operated.

In a V-belt type continuously variable transmission equipped with a composite rubber V-belt, slippage occurs when oil exists between the rubber V-belt and the pulley, and the rubber V-belt deteriorates due to the presence of oil. It is a device that dislikes the presence of oil because it is easy to do. In this embodiment, the electric motor 100 is used as an actuator.
In addition, a mechanical V-belt side pressure adjusting mechanism 101 is provided, and the electric motor 100 is controlled by an electronic control unit 120. Oil is required for a portion related to the V-belt type continuously variable transmission. Since no device is used, no problem occurs due to slippage of the V-belt.

FIG. 4 is a cross-sectional view of a V-belt side pressure adjusting mechanism 130 according to another embodiment of the present invention and its peripheral portion.
Parts having the same structure and operation as those of the above-described embodiment are denoted by the same reference numerals, and parts having different structures and functions are denoted by new reference numerals. In this embodiment, the driven rotary shaft 25A
Is provided with a small-diameter extension 131 directed to the driven pulley cover on the driven rotary shaft 25 of the previous embodiment. In this portion, a cylindrical spring support driving member 134 having a gear 133 at the outer end is rotatably provided via a bearing 132. The gear 133 meshes with the gear 106 of the second rotating shaft 107 having the same shape as the previous embodiment. An external thread 134a is provided on the outer surface of the cylindrical portion of the spring support driving member 134, and the movable spring support 112 having the same shape as that of the previous embodiment is fitted. The rotation of the movable spring support 112 is suppressed by a guide plate 113 having the same shape as that of the previous embodiment. The driven pulley cover 135 has a different shape from the cover 23 of the previous embodiment because the fixed shaft 108 provided in the previous embodiment is omitted. The configuration of other parts is the same as in the previous embodiment.

The driven pulley movable half shown in FIG.
77 is the state closest to the driven pulley fixed half 75,
That is, in FIG. 5 showing a state in which the vehicle speed is low and the gear ratio is large, and the same driven pulley 71 is drawn, the driven pulley movable half 77 is farthest from the driven pulley fixed half 75, that is, the vehicle speed is high, The state where the ratio is small is shown.

The V-belt side pressure adjusting mechanism 130 of this embodiment
Then, the side pressure control action is the same as that of the previous embodiment. In this embodiment, the small-diameter extension 131 of the driven rotary shaft 25A is used.
The following two reasons are used to support the spring support driving member 134. (1) Since the movable spring support 112 is supported by the small-diameter extension 131 coaxial with the spring receiving member 84 via the spring support driving member 134, both ends of the coil spring 85 are coaxially and accurately held. Can be. (2) The spring receiving member 84 supporting both ends of the coil spring 85 and the movable spring support 112 are both supported by the driven rotation shaft 25a, that is, the place where the coil spring 85 is attached is integral. Since it is in the apparatus, the assembling operation is very easy as compared with the assembling method in which the assembling is performed between the separate members and the one of the separate members is closed as in the previous embodiment.

Therefore, in this embodiment, in addition to the effects of the previous embodiment, the spring support driving member 134 of the V-belt side pressure adjusting mechanism is supported by the small-diameter extension 131 of the driven rotary shaft 25A. By coil spring 8
The mounting accuracy of 5 has been improved, and the assembly work has become extremely easy.

In the description of the above embodiments, the power source of the V-belt side pressure adjusting mechanisms 101 and 130 is the electric motor 10
Although described as being 0, other types of power sources may be used. The deceleration section from the power source to the spring support driving members 111 and 134 may be omitted if not necessary. Also, coil spring 85
Instead, a disc spring or the like may be used.

[Brief description of the drawings]

FIG. 1 is a sectional view of an internal combustion engine and a V-belt type continuously variable transmission according to an embodiment of the present invention.

FIG. 2 is an enlarged cross-sectional view of a portion of a transmission according to the embodiment.

FIG. 3 is a system diagram of an electronic control device and devices connected to the electronic control device.

FIG. 4 is a cross-sectional view of a V-belt-side pressure adjusting mechanism according to another embodiment of the present invention and a peripheral portion thereof, showing a state where a gear ratio is large.

FIG. 5 is a cross-sectional view of the same embodiment, showing a state in which the gear ratio is small.

FIG. 6 is a sectional view of a conventional V-belt type continuously variable transmission.

FIG. 7 is a sectional view of another example of a conventional V-belt type continuously variable transmission.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Internal combustion engine, 2 ... Power unit case, 2L ... Left power unit case, 2R ... Right power unit case,
3 ... Crank shaft, 3a ... Crank pin, 4 ... AC generator, 4a ... Outer rotor, 4b ... Inner stator,
5: Power unit case cover, 6: Cylinder block, 7: Cylinder hole, 8: Piston, 9: Connection rod, 10: Cylinder head, 11: Intake valve, 12: Spark plug, 13: Valve mechanism, 14: Camshaft , 15: cam chain sprocket, 16: drive chain sprocket, 17: timing chain, 18: cylinder head cover, 20: transmission, 21: transmission case, 22: drive pulley cover, 23: driven pulley cover, 24: drive rotation Shaft, 24a ... serration 25 ... driven rotating shaft,
25A: Driven rotary shaft with a small-diameter extension, 26: Rear axle, 27: Bearing, 30: Gear type power transmission device, 31: Gear, 32
... gear, 33 ... intermediate shaft of gear type power transmission, 34 ... gear,
35 ... one-way clutch, 36 ... centrifugal clutch, 37 ... drive plate, 38 ... clutch shoe, 39 ... clutch spring, 40 ... friction member, 41 ... clutch outer, 41a ... sleeve-shaped part of clutch outer, 42 ... bearing, 43 ... Gears, 44 ...
Gears, 50: Rear gear reduction mechanism, 51: Gears, 52: Rear intermediate shaft, 53: Gears, 54: Gears, 55: Gears, 60: V-belt type continuously variable transmission, 61: Drive pulley, 62: Short sleeve ,
63 ... Lamp plate, 64 ... Long sleeve, 64a ... Spline 65 ... Drive pulley fixed half, 66 ... Washer, 67 ... Nut, 68 ... Drive pulley movable half, 69 ... Centrifugal weight 70
... V belt, 71 ... driven pulley, 72 ... bearing, 73 ... bearing, 74 ... inner sleeve, 75 ... driven pulley fixed half, 76 ... outer sleeve, 77 ... driven pulley movable half, 78 ... seal cover, 79 ... Pin, 80: cam groove, 81: oil seal, 82: O-ring, 83: bearing, 84: spring receiving member, 85: coil spring, 90: starting clutch, 91: drive plate, 92: clutch shoe, 93: clutch Spring, 94: friction member, 95: clutch outer, 100: electric motor, 101: V-belt side pressure adjusting mechanism, 102: gear,
103: gear, 104: gear, 105: first rotating shaft, 106: gear,
107: second rotating shaft, 108: fixed shaft, 109: bearing, 110: gear, 111: spring support driving member, 111a: male screw, 112 ...
Movable spring support, 113: guide plate, 120: electronic control unit, 121: internal combustion engine rotational speed sensor, 122: vehicle speed sensor,
123… Throttle opening sensor, 124… Motor driver, 13
0: V belt side pressure adjustment mechanism, 131: small diameter extension, 132:
Bearing, 133 ... gear, 134: spring support driving member, 134a ...
Male screw, 135 ... Driven pulley cover.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI theme coat ゛ (reference) F16H 59:44 F16H 59:44 59:70 59:70 63:06 63:06 F term (reference) 3J552 MA07 MA13 MA15 NA08 NB01 PA12 PA20 PA59 QB07 QB09 RB06 RB17 RB18 RC06 SA37 SB05 SB06 SB07 TA01 VA12Z VA17Y VA17Z VA32Z VA36Z VA74Z VB01W VC01W VC03W

Claims (4)

[Claims] 1. A drive pulley comprising a drive pulley movable half reciprocally movable along an axial direction of a drive rotation shaft with respect to a drive pulley fixed half. A speed change drive mechanism for moving the drive pulley movable half is provided, and the driven pulley having a driven pulley movable half configured to be reciprocally movable along the axial direction of the driven rotary shaft with respect to the driven pulley fixed half, A resilient member for urging the driven pulley movable half in a direction approaching the driven pulley fixed half is provided, and a V-belt having a V-shaped cross section is mounted on the drive pulley and the driven pulley. In the V-belt type continuously variable transmission that is passed, an electronically-controlled actuator that adjusts the elastic force of the elastic member and a V-belt-side pressure adjusting mechanism are provided. A V-belt type continuously variable transmission, comprising: 2. The V-belt type continuously variable device according to claim 1, wherein the resilient member is a coil spring, and the V-belt side pressure adjusting mechanism is provided with a rotation preventing mechanism for the coil spring. Transmission. 3. The V-belt type continuously variable transmission according to claim 1, wherein a final output member of the V-belt side pressure adjusting mechanism is supported by a driven rotation shaft. 4. An operation state of an internal combustion engine in which a crankshaft is connected to the drive rotation shaft, a shift state of the V-belt type continuously variable transmission, or the internal combustion engine and a V-belt type continuously variable transmission are mounted. 2. An electronic control unit for operating the electronically-controlled actuator when monitoring a running state of the running vehicle and detecting a state of changing the biasing force of the resilient member. The V-belt type continuously variable transmission according to the above.